Air-brake.



W. V. TURNER & R. H. BLAGKALL.

AIR BRAKE.

APPLICATION IILBD MAY 21, 1904.

Patented Dec. 22, 1908.

2 SHEETS-SHEET 1 W. V. TURNER & R. H. BLAGKALL.

AIR BRAKE.

APPLICATION FILED my 21, 1904.

907,200, Patented Dec. 22, 1908.

2 SHEETS-SHEET 2.

WITNESSES 0M 4. Mm.

. UNITED STATES PATENT OFFICE.

PENNSYLVANIA, ASSIGNORS TO WALTER V. TURNER, OF WILKINSBURG, AND ROBERT H. BLACKALL, OF EDGEWOOD PARK,

THE WESTINGHOUSE AIR BRAKE COMPANY, OF PITTS- BURG, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

AIR-BRAKE.

Specification of Letters Patent.

Patented Dec. 22, 1908.

Application filed my 21, 190;. Serial No. 209,053.

To all whom it may concern:

Be it known that we, WALTER V. TURNER and ROBERT H. BLAOKALL, citizens of the "United States, residing, respectively motor cars, locomotives, or'other vehicles where a plurality of such vehicles are adapted to be coupled up together in a train, two or more of such vehicles forming the train being provided with the usual automatic air brake equipment having a source of air pressure,

' such as a main reservoir, and one or more controlling valves, usually one at each end of the car, for operating the brakes on all the cars of the tram from any one of said valves.

, Heretofore in service of this character, such as electrically pro elled cars and trains operating on the mu tiple-unit control system, each car has usually been provided with an air pump, a main reservoir connected to a motormans brake valve at each end of the car, the ordinary auxiliary reservoir, triple valve and brake cylinder, and the train pi e running through the train. A coupling fbr the main reservoir pi es between the cars has also been employed for establishing communication between the main reservoirs ofall the cars and thereby utilizing all of the pumps in supplying the compressed air for the air brake system. With this arrangement, however, it has been found necessa to provide some means for connecting up a l of the pump governors in order to secure a simultaneous action of the same in controlhug the several pumps.

One of the objects of this invention is to render the use of such governor connecting means and the main reservoir pipe couplings unnecessary and to provide an improved aparatus by means 0 which the supply of air m the main reservoir to the train pipe on a plurality, or on each and all of the cars of the train, may be controlled b themam'pulation of any one of the oontro ing valves, or mo tormans brake valves, on the train.

Another object is to provide an improved feed valve device and connections with a movoir pressure when the brake 'valve is in lap positlon, and also to su ply air from the feed valve directly to both the auxiliary reservoir and the train pipe.

Still another object is to be able to vary the relative rates at which the air is supplied from the feed valve to the auxiliary reservoir and to the train ipe; and another object is to secure a rapid recharge of the auxiliary reservoirs when the brakes are released.

With these and other objects in view the I invention comprises certain new combinations and improved features of' construction as hereinafter more fully set forth.v 5 In the accompanying drawings, Figure l is a diagrammatic view showing an air brake e uipment embodying our invention and apiied to two motor cars cou led up together in a train; F' 2 a sectiona view of a brake valve feed vs vs device and triple valve device connected up in accordance with our invention, the section of the triple valve being indicated byline xa: of Fig.5;Fig. 3 aplan view of the brake valve seat showing its orts and passages; Fi 4 a face view of t e rotary valve of the irake valve; Fig. 5 a plan view of the main slide valve seat of the triple valve device; and Fig. 6 a face view of the main slide valve.

Accord to the construction herein shown to ustrate the invention, a plurality of motor cars of the train are each provided with a main reservoir 1, motor driven air pump 2, ump governor 3, main reservoir pipe 4 lea ing to the motormans brake valve or valves 5, train pipe 6 adapted to be coupled up through the train and connected to the triple valve device 7, auxilia reservoirS, brake cylinder 9 and feed va ve device 10 the latter being connected by pipe'l 1 with the V tri le valve device. i 7 he motormans brake valve, wh1oh,- as

shown, is of the rotary type, comprises a cas ing having port 12 connecting the main res ervoir pipe 4 with the chamber above the rotary valve 18, while in the valve seat 1.. e lo- -end of the trzcin, while all the other brake cated the train pipe port 13 leading to train I pipe 6, exhaust port lU leading to the atmosphere, ports 17 and 41 connecting with the train pipe space, and port 15 leading to the feed valve device It). 'i he rotary valve 18 is provided with port 3'.) and cavities 16 and 37.

'1 he feed valve device is of the slide valve type and has its valve chamber 19 in open communication "with the main reservoir throtgh any convenient connection, scch as port 14 leauingto the chamber of the brake valve. in this way the slide valve 23 is constantly stbject to main reservoir P'TBSSLI'C and s. pplies air directly to the train pipe throtgh ports 25, 2s, 1'0 and 13 t. hen the slide valve is open. At the same time port 24 registers ith port 27 and st pplies air to the train pipe thro; gh ports 29 and 5, and to the a'cxtliary rescrv oir throt gh pipe 11 and to the diaphragm chamber 34 connected to said pipe. L he reg. lating or diaphragm valve is operated by the opposing presstres cf the diaphragm chamber and the adj. stable spring so for controlling the release of compressed rir irom the chamber 21 in the rear cf the movable ab-.tment' or piston 20, and ccmmi. nication frcm the diaphragm chamber 34 to the train pipe is established thro'cgh ports 15, 16, t7 and 13 when the brake valve is in rt nning position.

According to the present constr. ction the triple valve device 7 comprises the piston 42, stem 43 for operating the main slide valve 14 and grad, ating slide valve 45 in response to variations in train pipe pressi re for controlling the s; pply of air to and its release from the brake cylinder. in the main slide valve seat are located the brake cylinder port 17, exhai st port 50, iced portol leading from the pipe 11 and the feed valve device, q ick action port 57 les- :ing to the t s; al emergency piston for operating cmeigency valve 59 and check valve 61, and qt ick recharging or feed port 56 connected \.ith the emergency check valve thcmbcr 61. Z he main sliue' valve is proviled v. ith service port 46, emergency port 45, exha' st ports 49, 53 and 54, and feed port 55, \'.hile the gradt sting slide valve has a cavity 52 and is adapted to control the ports 46, 49, 53 and 55 cf the main slide valve.

The 0 )(Bl'tllOll of the improved apparatus is as folllnvm-fhcn two or more curs provided with tlii equipment a: re coupled up together in a tr.- in, trie brake; of all the cars are controllt d by the manipulation of a single brake valve, usually the one at the head valves are set in lrp )o .ition, as indicated in Fig. 1. The system eing charged to normal 3 pressure, the hrndle of the he: (1 brake valve stands in running po ition, and t to tr. in pipe .is in open communic tio,:.1. with $116 511} i phriwm chamber 34 of-thi d valve device through ports 13, 17, 16 and 15, so that the feed valve operates to maintain the train line charged to the normal de ree of pressure, at WiliCtl time the spring 36 is compressed stilliciently to allow the pin valve 35 to close, and as the main reservoir pressure leaks around the piston 20 and equalizes on its opposite sides the spring 22 moves the slide valve 23 to its closed position, thereby cutting off the flow from the main reservoir to the train pipe. 1f the train pipe pressure should diminish below normal on account of leakage the force of the spring 36 would preponderate over' the pressure on diaphragm 33 and slightly open the pin valve 35, thereby permitting a flow of air from the chamber 21 through passage 32 to the train pipe. The higher mtin reservoir pressure acting on the opposite side of pi ton 20 immediately causes tne piston and slide valve 23 to move over against the pressure of the spring 22 and open tne port 25 for replenishing the train pipe. lt ii now evident that the device 0 eratin as tttUS far described, and without L ditional or further connections, will perform in an efficient manner the usual function of a standaid fecd valve device. \Nith the device connectcd up in this way, the same feed valve m: y 2.1-0 be used to automatically control the supply of t.i1 from the main reservoir to the tl'ull'l pipe when its brake valve is on hip and tne brakes are being operated from another brake valve on the train, and according to tie present contruction this result is secured by means of the additional ports 24 and 27 and connection 11 with the triple valve device. VVhcn the brake valve with which the feed valve is connected is set in la poeition, the port 15 let ding from the diaphragm chamber 34 to the trt in pipe is closed and the regulating device or diaphragm is then governtd by the auxiliary reservoir pressure, which communicates therewith through the pi e 11, and ports 51 and 55 when the triple vt ve is in release potition, as indicated in Fig. 2. When an ordinary service application of the brakes is desired, the brake valve is turned to service poition, in which port 15 is closcdend the train pipe space or port 13 is opened to the atmosphere through cavity 37, restIic-tt'd extension 38 and exhaust port 40. thereby reducing the train pipe pressure and causing the movement of the triple valve to service position. The first part of the movement of the triple piston and graduat in; slide valve closes the brake cylinder exhaust orts 49 and 53, and the port 55 in the mrin s ide' valve and uncovers port 45, while the further movement draws the main slide valve to its service position, in which port 46 registers with brake cylinder port 47 and ort 56 is closed. As the brake valve is llpped the triple piston and re ducting valve move to lap osttion and al orts through the triple va ve are closed. n the meanr time all of the feed valve devices will also-l-"Q @i'n'd auxiliary reservoir until the presaure in main elosed, since there is no outlet, from the the auxiliary reservoir which now acts upon dinphmgb n 'chambe r e05159ggently the;. rethe 'egulating-diaphm'gm 33'1-i es1orn al sjilfeibfi 1 s'i' es"6fpigtbn 2Q w ljbe gtal l tihl'd presure-, Iwlu'ch coiiipresses the iip iiioli the tram pipe frqn] increasing more rapidly thzinj th at df the I is ut intowcommu lgei e'n withport-w and auxlliax y'reservoim, eepecm' ll ,e't the time" wthqiuiliiiiii pheniheg 3 4, and that the brake ,valve 1s m ie'easefpds'iti n,- sin't-fehiwtliifiliimerifithe trainjp pe gressure this port referably being afrrangedioae to 20 is belgy nri r nel the pinvnlye 3515 nn'pnedL I happen w en the triplevelve ism'i eliieq a5 at eljyopiid'fby'lfji 3 6," thereby pei s1t1on,'but-'closed in othefpbsilidns, anda '0 sothh'tih eu ptessure' -ncting on pipe. By connecting 'tlnslport to theme,

23 tqepen the feed action t'riple'valve device the. cheek chef melon-th med -vn1ve fil will performbo't-h functions endfan' bhedI-tp lilie opeiafladditionalblieckfvalvewili not be 'required. 'dv'yg fromthe main In order to beeble liqeecure a pr om pt a 28 .and zfitoihe plieation ofthe brakes a; an time, even ias page 24', :27, 29, reetlyafter a release, ui ing the tirne liqit'pnll through pipell: t t the item is beingreehar ed, it; is imv, is halve, the triple portant "t et not' only shegld t e auxilie'ry' ne l ea'ge pqsition portresepyoirs be reeharged repidlj; but that the the aqxilmy resex's auxiliary reservoi p -esiiure should neaily' 10o e n elnrplidevalve, equal to that ef-th' trnih pipeasqflihit the ilf ig eiiirdiiiiia therefore instant the op'emtingb'rake welv'eisfflucwn i sm Q2013 of the'feed to serviceeppliention position 'endj'the addi val cw'go'tlf ihe"triim*liipeiind auxiliary tlpnel feed-5e the train 'lmeftl iri fgh theport 4o reservoir gnd through Qflgthel Lporl; to "the pfit feed valve is cut-off; the

brake vim. I he apgeratus' as ehqlwn, it Fe ndticpd that-f :1",

i service position the port55,"a'ml w 4 onl-gthetbear. quently poin'muuiel'tlon frpuiih auxlliary itheymjn'pifi resez voir iqthe'. dinphrngm ehimbernf the' i @weh fi new? eq n m i reseiivolrll y "infill gaggle pxeagyreiiiiel =the feed valves will ilnmediilelyh pee; [.Byf-

p on immediately gang valve" chiz'niber 61' 6f the standard 'go ubtheraupi the l amin y -1'6dl10tl0n of'frain pipe pressureto the at- 57 is opened to the auxiliary reservoir for 'the auxiliary reservoir pressure soon prerelease ma than to the auxiliary reservoir, and this may small slide valve to move back sufliciently 'tion inwhich the additiohal so 1 '0 air thehead 1 as to close the feed ort 27 and open a larger By turning the brake valve to emergency ositio n, in which the large cavity 37 is in oil register with ports 13 and 40, .a sudden mosphere causes the movement of the triple valve to emergency-position, in which port actuating the emergency piston 58 and valve 69 inth'e usual manner, and port 48 registers With brake cylinder port 47- while the feed port 5 6 is closed. It is sometimes desirable to be able to reduce the ]pressure in the brake cylinder without whol y releasing the same, and in order to secure this result in the present apparatus it is only necessary to provide a restricted openin as at .31 in the passage from feed ort to t e train pipe whereby. the rate of sad to the train pipe vill be less than that to the auxiliar reservoir when the brake valve is" returns from running to lap osition. When the brakes-are apphe and it is desired to reduce-the brake-c linder pressure a certain amount or to 1'0 uc a graduated release of the 'same,. the rake valve is turned to running or full release position for amoment, which is suflicient to open the first feed valve and raise the train pipe pressure enough to move the triple valvesto release position, the brake valve then being turned ack to lap position. .The-movement=of the triple valves to release position causes each of the respective feed valves to open as be-' fore explained, and air is then supplied from each main reservoir through the restricted port to the train pipe and through alarger port to the auxiliary reservoir, consequently pondei'ates and .causes the triple piston and to close port-65 and disconnect ports' 19 and cuttm closin the feed valves. Further graduated j reduct ons may be made in the brake cyl-' inder pressure by repeating this operation, so the; the braking pressuremay be graded down to any point desired, while a complete be secured at any time by turning the bra valve to release or running on pii'pe at through port 15 to the train old the triple feed" valve is sufiicient to valves in" release position.

In case it is desired to cut out or dispense with/the feature of graduating the release, it is merely necessary to provide means for securing a more rapid feed .to thetrain pip'e be conveniently done by turning cook so ort 28 for feeding e train pipe passage 26. had; ply the air which leaks past the piston 20' Basses the dia hragm valve will be siihph' to the au iary reservoir through -tion of or ports foropening communication tram p'pb to said regulating device when in pi e 11, and conse uently a greater su ly will always be furnis ed through ports 23 28 and 26 to the trainpipe when the feed valve ,is open. From this it will be apparent that if desired the ports-24 and 27 and the cock 30 may be disgensed with without losing the advent e of eing able to control the operathe feed valves from any one of the brakevalves on the train. It will also be evident that either the ports 24 and 27 with pipe 11 or the feed port 56 in the triple valve, or both, may be used for securing therapid rechargin of the auxiliary reservoir upon a release o l the brakes.

Having now described our invention, what -we claim as new and desire to secure by Letters Patent is 1. In an air brake, thecombination with a main reservoir, brake valve' and train. pipe from the main reservoir to the train ipe, a regulating evice for controlling saicF valve according to the train pi pressure, and means 0 eratedby the brill? ing an closing communioat-ionsfrom the train ipe t'osaid regulating device.

2. h an air brake, the combination with a main reservoir' brake valve and train pipe of of a valve .for controlling communication ,a valve for controlling the supply of air to the train pipe, a piston connected thereto and expose on one side ,tomain reservoir ressure, a regulating valve and-diaphragm or'controllin'g the pressure" upon the opposite 'side of said piston, and meansoperated by the brake valve 'for controllin 'communication from the train pipe to sai regulating diaphragm.

3. In an air brake, the combination'of-a e. e valve jfor openvalve for controlling the supply of air to the train pipe, a piston subject to flu pressure for operating said valve, s regulating device forcontrollmg;, the pressure 6.1- one side of said piston, and'a brakevalve having a ort or ports for controlling coirununication om l the trainjpipe to said regulating device.

4. In an air-.brake, the combination ofa valve for controlling the supply. of air-to the train pipe, a piston subject to fluidp'ressure :for' operating said-:valve, a regulating device foifcontrolling' the pressure on one sigh; I of said piston, and-a brake valve having a port mm the running sition.

5. In Bil air brake, the combination eta valve for controlling the supply of air to the train pipe, a piston subject to. fluid pressure for operating said valve, a regulating device for controlling the pressure in one s:

said piston, and a brake v1.1 s-havin means for opening communicetionirom' t a train pipe tothere latin dem'peinjrunningposrtion and for be t 6. In-an a r br e,'theii'li iihil i5'@ anflh main reservoir and train pipe ofr'a'v'llivt'lli i' deof mi n,

piston constantly subject to the main reservoir pressure for controlling the supply of air to the train pipe, a regulating diap ragm and 'valve for controlling the release of air from the opposite side of said piston, and a brake valve having means for opening and closing communication from the train pipe to said regulating diaphragm.

7. In an air brake, the combination with a main reservoir, train pipe and auxilia reservoir of a valve for controllingthe supply of air to the train pipe, a piston for actuating said valve, a-regulatmg device for controlling the pressure upon one side of said piston, an means operated by an increase intrain ipe pressure for opening communication rom the auxiliary reservoir to the regulating device.

8. In an air brake, the combination with a main reservoir, train pipe and auxiliary reservoir of a valve for controlling the supply of air'to the train pipe, a piston subject to the main'reservoir pressure for actuating said valve, aregulating diaphra In and valve for releasing airfrom one s1deo said piston, and means operated by an increase in train pipe pressure for opening communication mm the auxiliary reservoir to the regulating diaphragm.

9. ,In an air brake, the combination with a main reservoir, train pipe and auxiliary reservoir, of a valve for controlling the sup ply ofv air to the train pipe, a iston for actuating said valve, an a re u atin device subject to the pressure of t e auxi iary reservoir for contro ling the pressure upon one side of said piston.

10. i In an air brake, the combination with a main reservoir train pipe and auxiliary reservoir of a valve for controlling the supply of air to the train pipe, a piston subject to the main reservoir pressure for actuating said valve, a regulating diaphragm and valve for releasin air from one side of said piston to the auxi 'ary reservoir.

' 11. In an air brake, the combination with a main reservoir, train pi e, auxiliary reservoir and triple valve, 0 a valve for'controlling the'supply of air to thetrain pipe, 9. piston for actuatin said valve, a regulating device for contro ling the pressure upon one side of said piston and means operated by the movement of the triple valve to release osition for opening communication trom t e auxiliary reservoir to said regulatmg device. V I,

12. In an air brake, the combination with a main reservoir, "train pi e, auxiliary reservoir and triple valve, 0 a valve for controlling the supply of air to the train ipe a piston subject to inain reservoir pres ui'e or actuating said valve, a regulating diaphragm and valve fori'eleasing BJIKfIOm one side of said piston, and ports controlled by the triple valve for opening communication from the auxiliary reservoir to the regulating diaphragm.

13. In an air brake, the combination with' a main reservoir, brake valve, train pipe and auxiliary reservoir, of a valve for controllin the supply of fluid tothe'train'pipe, a regu at' g device for controlling said valve,

means for opening and closing communication from the regulating device to the train pipe and from the regulating device to the auxiliary reservoir. I

15. In an air brake, the combination with a main reservoir, brake valve, train pipe and auxiliary reservoir, of avalve for con-- trollin the supply of fluid to the train pipe,

a regu ating device for controllin said valve, means operated by the brake vs vs for con trolling communication from the 'regulatin device to the train pipe, and means 0 crate by variations in train pi e pressure or controlling communication iiom the regulating deviceto the auxiliary reservoir.

16. In an'air brake, the combination with a main reservoir, brake valve, train pi e,

auxiliary reservoir and.triple valve, 0 a.

valve for controlling the supply of air to't'he train pi e, a regulating device for 'controlling sai valve, the brake valve having port's.

for o ening communication from the regulating. evice to the train ipe in running position, and the triple va ve having ports for controlling communication from the auxiliary reservoir to said regulating device.

17. A feed valve device for air brakes comprising a valve having ports for supplying air from themain reservoir to bet the train ipe and the, auxiliary reservoir, and

aregu ating device subject to the train pipe 7 or aux liary reservoir pressure for controlling said valve. 18. In an air -a main reservoir, brake valve and train pipe of a valve device governed b the auxiliary reservoir ressure or contro ing the supply of air to t 0 train ipe.

P3. In an air bra e, the combination with a main reservoir, brake valve and train pipe of a valve device governed b the auxiliary reservoir pressure or contro ing the su ply of air to both the auxiliary reservoir an the train pipe.

20. In an air brake, the combination with a main reservoir, brake valve and train pipe,

of a valvefpr controlling the supply of air to the train pipe and to the auxiliary reservoir o 1'15 brake,-the c'ombinationjwith causing either the train pipe pressure or the ,the slide valve seat and adapted to be open when the valve is in release position but through separate passages, a regulating dei vice for controlling said valve, and means for auxiliary reservoir pressure to act on said regulating device.

21. In an air brake, the combination with amain reservoir, brake valve and train pipe, of a valve for controlling the supply of air to the train pipe and to the auxiliary reservoir through separate passa'es, a regulating device for controlling said valve, means operated by the brake valve for opening and closing communication from the train pipe to the regulating device, and a tr ple valve device for controlling communication from the auxiliary reservoir to said regulating device.

22. In an air brake,the combination with a main reservoir, brake valve and train pipe, of a feed valve device having a port for supplying air to the train pi e, and another port for supplying air to both the train pipe and auxiliary reservoir.

23. in an air brake, the combination with a main reservoir, brake valve and train pipe, of a feed valve device having a port for supplying air to the train pipe, a second port for supplying air to both the auxiliary reservoir and train pipe when the brake valve is in running position, and means for closing the second supply to the train pipe when the brake valve is moved to lap position.

24. In an air brake, the combination with a main reservoir, brake valve and train pipe, of a feed valve device having a port for supplying air to the train pipe, a second port of arger capacity for sup lying air to both the auxiliary reservoir and train pipe when the brake valve is in running position, and means for closing the second supply to the train pipe when the brake valve is moved to lap position.

25. In an air brake, the combination with a main reservoir, brake valve and train pipe, of a feed valve device having a port for supplying air to the train pipe, a second port or passage for supplying air to both the train pipe and the auxiliary reservoir, and means for adjusting the relative capacities of said passages.

26. In an air brake, the combination with a main reservoir and train ipe, of a feed valve device for controlling t ie supply of air from the main reservoir to the train pipe and the auxiliary reservoir through separate passages, and a triple valve device having a graduating valve for controlling the brake cylinder exhaust and the passage from the feed valve to the auxiliary reservoir.

27. In an air brake, the combination with a train pipe, auxiliary reservoir and triple valve, of a feed passage leading from the train pipe around the triple valve piston to closed by the slide valve in all other positions.

28. In an air brake, the combination with a train pipe, auxiliary reservoir and triple valve, of a feed passage leading from the train pipe around the triple valve piston to the slide valve seat and adapted to be 0 en when the valve is in release position ut closed by the slide valve in service applications, and a check valve for preventing back flow through said feed passa e.

29. ln an air brake, the combination with a train pipe, auxiliary reservoir and a quick action triple valve having an emergency valve and check valve for venting the train pipe in emergency applications, of a feed port or passage leading from the emergency valve chamber above the check valve to the auxiliary reservoir.

30. In an air brake, the combination with a train pipe, auxiliary reservoir and a quick action triple valve having an emergency valve and check valve for venting the train pipe in emergency a plications, of a feed port or passage leading mm the emergency valve chamber above the check valve to the slide valve seat and adapted to be open when the slide valve is in release position, but closed by said valve in service application position.

31. In a fluid pressure brake, the combination with a tram pipe, auxiliary reservoir, and brake cylinder, of means for effecting a gradual release of the brakes comprising a valve device governed by auxiliary reservoir pressure for supplying fluid to the auxiliary reservoir.

32. In a fluid pressure brake, the combination with a train pipe, auxiliary reservoir and brake cylinder, of a valvedevice governed by auxiliary reservoir pressure for supplying fluid to the auxiliary reservoir and a triple valve having means for controlling communication from the auxiliary reservoir to said valve device.

33. In a fluid pressure brake, the combination with a train ipe, auxiliary reservoir and brake cylinder, oi a valve device governed by auxiliary reservoir pressure for supplying fluid to. theauxiliary reservoir and a triple valve having a ort adaptedto open communication from t 1e valve device to the auxiliary reservoir in normal release position.

34. In a fluid pressure brake, the combination with a train pipe,auxiliary reservoir and brake cylinder, of a valve device for controlling a supply of fluid to theauxiliary reservoir, a regulating mechanism therefor, and a triple valve device having means for controlling communication from the auxiliary reservoir to said res ulating mechanism.

35. In a fluid pressure brake, the combination with a main reservoir, train pipe, auxiliary reservoir and brake cylinder, of a valve device for controlling a supp] of fluid from the main reservoir to the auxi iary reservoir, a regulating mechanism therefor, and a triple valve device 5 having means for controlling and train pipe of a feed valve device having communication from the auxiliary reservoir I effecting a gradual release when the brake 10 to said regulating mechanism. valve is moved to lap posit ion.

36. Inafiuid ressure brake the combina- In testimony whereof we have hereunto tion with a bra e valve, auxiliary reservoir set our hands.

WALTER V. TURNER. ROBERT H. BLACKALL ports for supplying air to the auxiliary reser voir and to the train pipe, when the brake Witnesses:

valve is in runnin osition, and means for R. F. EMERY, reducing the rate 0% Heed to the train pipe for a, JAB. B. MACDONALD. 

